JP2002238103A - Power generation control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To lessen engine load caused by operating a generator, in order to reduce fuel consumption by preserving electric power of a first power supply used for starting an engine or running a vehicle and by reducing charged capacity for the first power supply, and to improve the efficiency of regenerative operation of the generator by making a second power supply collect deceleration energy that hag not been utilized conventionally and by utilizing generation (regeneration) in the deceleration of the vehicle that does not require fuel, in a power generation control device for a vehicle. SOLUTION: This device is provided with a deceleration-detecting means, that detects the decelerating state of the vehicle; a first power supply, a main power supply for the vehicle, that is normally connected to the generator; a second power supply, an auxiliary power supply for the vehicle, that is connectable to the generator, only when conditions of connecting to this power supply are satisfied; and a switching means, that connects the second power supply to the generator when the vehicle is decelerated or the capacity of the second power supply, is larger than a given value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a power generation control device for a vehicle, and more particularly to a power generation control device for a vehicle that recovers deceleration energy during deceleration that does not require fuel.

[0002]

2. Description of the Related Art In a vehicle, generally, the maintenance of an engine control system such as a fuel injection system and the power consumption of electric loads such as lamps, turn signals, blowers, wipers, and air conditioners are generated by a generator driven by the engine. Is generated and supplied by the alternator. The alternator is driven by the engine and simultaneously charges a battery, for example, a 12V storage battery.

[0003] As a vehicle, there is a so-called hybrid vehicle in which an engine driven by combustion of fuel is provided with a motor generator (motor) which is a generator having a power generation function driven by electric energy. The hybrid vehicle includes an engine and a motor generator (motor) directly connected to an output shaft of the engine. The engine control unit includes an engine control unit that controls an operation state of the engine and the motor generator. Motor control means,
During operation, the respective engine control means and motor control means detect the operating state of the engine and the motor / generator, and control the operation state of the engine and the motor / generator in relation to each other, so that the required performance (fuel consumption and emission Component value, power performance, etc.) at a high level. In this case, in order to supply driving power to the motor generator and connect a battery that is charged by the generated power of the motor generator in communication with the battery, and to prohibit driving power generation and driving of the motor generator as required by this battery, A required remaining capacity is required. For this reason, a vehicle power generation control device that manages the battery and controls the power generation state of the alternator or the motor generator is provided.

Further, in a vehicle, when a predetermined automatic stop condition is satisfied during idling of the engine, the engine is automatically stopped, and when the predetermined automatic start condition is satisfied while the engine is stopped, the engine is automatically started. Some systems include an automatic stop / start system (idle stop system) for controlling the engine and forcibly stopping the engine when the vehicle is stopped in an idle operation state to improve fuel efficiency and reduce exhaust gas.

[0005] Further, as a power generation control device for a vehicle, for example, Japanese Patent Application Laid-Open Nos. 9-65504 and 9-2586 are disclosed.
No. 4, JP-A-9-84210. Japanese Unexamined Patent Application Publication No. 9-65504 discloses a hybrid vehicle in which a motor / generator as a motor generator is provided between an engine and a transmission, and a capacitor (capacitor battery) is connected to the motor / generator. Prior to regenerative braking, the voltage between terminals required to bring the vehicle to a fully charged state when the vehicle is stopped is calculated and charged in advance to prevent a fully charged state during braking and insufficient charging when the vehicle is stopped. Things. JP-A-9-25864
In the vehicle described in Japanese Patent Laid-Open Publication No. H11-107, when the vehicle is parked, the capacitor is charged by the main charging means before the operation of stopping the engine, and after the operation of stopping the engine is detected, the capacitor is charged at its rated voltage for a predetermined time. Thus, at the time when the engine stop operation is detected, the capacitor is brought close to a fully charged state even if the capacitor is not sufficiently charged. Japanese Unexamined Patent Publication No. 9-84210 discloses a hybrid vehicle in which a motor / generator as a motor generator is provided between an engine and a transmission, and a capacitor is connected to the motor / generator. As the number increases, the motor / generator assit operation is performed with a lower engine load, so that optimal charging and optimal assit are performed.

[0006]

However, in a conventional vehicle, since the alternator, which is a generator driven by the engine, is driven by an engine load, the fuel consumption is increased. There was a disadvantage that it became disadvantageous. On the other hand, there is a situation where deceleration energy during deceleration of a vehicle that does not require fuel is not actively used, and improvement has been desired.

[0007]

SUMMARY OF THE INVENTION Accordingly, in order to eliminate the above-mentioned disadvantages, the present invention provides a vehicle equipped with an engine and a generator driven by the engine. In the power generation control device for a vehicle to be controlled, deceleration detection means for detecting a deceleration state of the vehicle is provided, and a first power supply which is a main power supply for the vehicle which is always connected to the generator is provided, and the power supply connection condition is satisfied A second power supply, which is a vehicle auxiliary power supply connectable to the generator only in the case, is provided. When the vehicle decelerates or when the capacity of the second power supply is larger than a predetermined value, the generator and the second power supply are connected to each other. 2
And a switching means for connecting the power supply.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention connects the generator and the second power supply when the vehicle decelerates or when the capacity of the second power supply is larger than a predetermined value.
Since it becomes possible to sufficiently charge the second power source,
Electric load when the engine is stopped after stopping the vehicle (vehicle equipped with an automatic stop / start system), or when the charge amount of the second power supply is larger than a predetermined value (system maintenance of the engine control system, lamps, etc.) The second power supply can be used as the power supply for (2). As a result, the power of the first power supply used when the engine is started or while the vehicle is running can be saved, the charge amount for the first power supply can be reduced, and the engine load due to the operation of the generator can be reduced. Because of the reduction, the fuel efficiency can be reduced, and the deceleration energy, which has not been used conventionally, is recovered by the second power source, so that the power generation (regeneration) during deceleration of the vehicle that does not require fuel is used. As a result, the efficiency of the regenerative operation of the generator can be improved.

[0009]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of the present invention; 1 to 7 show a first embodiment of the present invention. In FIG. 7, reference numeral 2 denotes a vehicle, 4 denotes an engine, 6 denotes a transmission, 8 denotes a clutch provided between the engine 4 and the transmission 6, and 10 denotes a generator which generates electric power by driving the engine 2. An alternator (ALT) 12 of a volt) system is an engine control device for controlling the operation state of the engine 4. This engine control device 1
2 includes an engine control unit 14 connected to the engine 4;
, An automatic stop / start system (idle stop system) 16, and a fuel cut (F / C) system 18.

As a control of the automatic stop / start system 16, the engine control means 14 controls the automatic stop of the engine 4 when a predetermined automatic stop condition is satisfied during the idling operation of the engine 4, and controls the automatic stop of the engine 4 while the engine 4 is stopped. When a predetermined automatic start condition is satisfied, the engine 4 is automatically controlled to start, and the fuel cut (F / C) system 18 is controlled to reduce the fuel consumption when the vehicle 2 is decelerated. Is stopped (cut).

The vehicle 2 is provided with a power generation control device 20 for controlling the power generation state of the alternator 10. The power generation control device 20 is provided with an idle switch 22 as a deceleration detecting means for detecting a deceleration state of the vehicle 2, and a first power source (a main power source for an engine) which is always connected to the alternator 10. And a capacitor 26 as a second power supply which is an auxiliary power supply (engine auxiliary power supply) connectable to the alternator 10 only when a predetermined power supply connection condition is satisfied. Further, when the vehicle 2 is decelerated or when the capacity of the capacitor 26 is larger than a predetermined value,
Switching means 28 for connecting the alternator 10 and the capacitor 26 is provided. Battery 2 as first power supply
Reference numeral 4 denotes a normal storage battery of 12 V (volt), which is always connected to the alternator 10. The capacitor 26 serving as the second power supply is formed of a capacitor battery, and can be connected to the alternator 10 only when a predetermined power supply connection condition is satisfied. Switching means 28
Is an electric load (LOR) for system maintenance of an engine control system such as a fuel injection system and operation of a lamp or the like.
D) 30 has been contacted. The idle switch 22 is turned on when the engine 4 is idling, and detects a deceleration state of the vehicle 2 by switching from the off state to the on state.

The engine control device 12 is also connected to sensors such as an ignition switch 32, a vehicle speed sensor 34, and an engine speed sensor 36. The engine control device 12 takes in the output power of the alternator 10, the voltage (VB) of the battery 24, and the voltage (VC) of the capacitor 26.

In the alternator 10, as shown in FIG. 6, a first terminal 38-1 (IG) is connected to a first communication line 40-1 for communication with the battery 24. An ignition switch 32 is provided on the way, and a second connection line 40-2 that communicates with one side of the charge lamp 42 is connected to the second terminal 38-2 (L).
A first connection line 40-1 between the first terminal 38-1 and the ignition switch 32 is provided on the other side of the charge lamp 42.
A third connection line 40-3 connected to the first connection portion 44-1 of the first connection portion is connected, and further, an ignition is applied to a third terminal 38-3 (B) to which a voltage is applied (precharged) when the capacitor 26 is charged. A fourth connecting line 40-4 connected to the second connecting portion 44-2 of the first connecting line 40-1 between the switch 32 and the battery 24 is connected.
-2 is connected to a fifth connection line 40-5 connected to the electric load 30, and a fourth terminal 38-4 (C) for controlling power generation / non-power generation or variable power generation is set voltage control. A sixth communication line 40-6 connected to the switch 46 is connected.

The switching means 28 has first and second switching parts 48-1 and 48-2 as shown in FIG. 7, and disconnects the battery 24 and the electric load 30 as shown in FIG. The charging circuit 50 is not provided. That is,
As shown in FIG. 4, in the charging circuit 50, a first signal line 52-1 for connecting the alternator 10 and the electric load 30 is provided.
A diode 54 is provided in the middle of the first signal line 52-1. Further, a first connection portion 56 of the first signal line 52-1 between the alternator 10 and the diode 54 is provided.
-1 is connected to one end of the second signal line 52-2, and the other end of the second signal line 52-2 is connected to the second connection portion of the first signal line 52-1 between the diode 54 and the electric load 30. 56-2
And a first switch (SW1) 58-1 is provided in the middle of the second signal line 52-2.

The first connection portion 5 of the first signal line 52-1
2-1 has a third signal line 52- connected to the capacitor 26;
3 is connected, and a second switch (SW) constituting the first switching unit 48-1 is provided in the middle of the third signal line 52-3.
2) A 58-2 is provided, and a fourth signal line 52-4 connected to the battery 24 is connected to the second connection portion 56-2 of the first signal line 52-1. A fuse (FUSE) 60 is provided in the middle of -4.

Further, the third connection portion 56 of the third signal line 52-3 between the second changeover switch 58-2 and the capacitor 26.
-3 is connected to one end of a fifth signal line 52-5, and the other end of the fifth signal line 52-5 is connected to the fuse 60 and the battery 24.
And a resistance (0.25Ω) 62 and a second switching unit 48 in the middle of the fifth signal line 52-5 from the third connection unit 56-3 side. -2, and a third changeover switch (SW3) 58-3 that constitutes the second switch. First changeover switch 58-1 and second changeover switch 58
-2 is communicated with the first interlocking line 64-1. Also,
Second changeover switch 58-2 and third changeover switch 58-3
Is communicated with the second interlocking line 64-2.

The first changeover switch 58-1, the second changeover switch 58-2, and the third changeover switch 58-3 are interlocked with each other, as shown in FIG. When the switch is on (ON) / off (OFF), the second switch 58-2 is in an off / on relationship. When the third switch 58-3 is on, the second switch 58-2 is on. Off relationship. When the capacitor 26 is charged, the third terminal 38-3 of the alternator 10
During a precharge operation in which a voltage is applied (precharged) to (B), the first switch 58-1 is on, the second switch 58-2 is off, and the third switch 58-2 is off.
When the changeover switch 58-3 is turned on, and during normal operation, the first changeover switch 58-1 is turned on, the second changeover switch 58-2 is turned off, and the third changeover switch 58-3 is turned off. And charging during deceleration (regeneration)
When the power can be supplied from the middle and the capacitor 26,
The first switch 58-1 is off, the second switch 58-2 is on, and the third switch 58-3
Is turned off.

The switching means 28 of the power generation control device 20
When the engine 4 is restarted from the stop state of the engine 4 due to the stop after the deceleration of the vehicle 2, the capacitor 2
6 when the capacity of the alternator 1 is larger than a predetermined value.
0 is a power generation stop state.

Further, the switching means 28 of the power generation control device 20
When the capacity of the capacitor 26 is larger than a predetermined value, the alternator 10 is in a power generation stop state.

Further, the switching means 2 of the power generation control device 20
In 8, the battery 24 is used as a power source when the engine 4 is started.

The capacitor 26 is used as a power source for the electric load 30 of the vehicle 2 only when the voltage is higher than a predetermined voltage.

Further, the switching means 28 of the power generation control device 20 only operates when the predetermined power supply connection condition is satisfied.
The alternator 10 and the capacitor 26 can be connected by the first switching unit 48-1, and the battery 24 and the capacitor 26 can be connected by the second switching unit 48-2 only when a predetermined power supply connection condition is satisfied. When the battery 24 and the capacitor 26 are connected, the first switching unit 48-1 and the second switching unit 48- are connected so that the alternator 10 and the capacitor 26 cannot be connected.
2 and switching control.

Next, the operation of the first embodiment will be described with reference to the flowchart of FIG. 1, the time chart of FIG.
A description will be given based on a time chart of the switching timing of the three changeover switches 56-1 to 56-3.

First, a description will be given based on the flowchart of FIG.

When the program of the power generation control device 20 starts (step 102), it is determined whether or not the vehicle 2 is in a deceleration state while stopping the fuel supply in the fuel cut system 18, that is, the idle switch 22 is in an off state. It is determined whether the state has been switched from ON to ON (step 104). At this time, the battery 24 is connected to the alternator 10, but the capacitor 26 is not connected.

In this fuel cut system 18, while the supply of fuel is stopped, the idle switch 22 is switched from the off state to the on state, and it is determined that the vehicle 2 is to be decelerated. In other words, the alternator 10 connected to the battery 24 is disconnected from the battery 24 while the connection to the capacitor 26 is switched (step 106).

Thus, during the deceleration of the vehicle 2, the capacitor 26 can be charged instantaneously by utilizing the charging (regeneration) at 12 V at the time of deceleration of the alternator 10 that does not require fuel (step 108).

Then, whether or not the deceleration state of the vehicle 2 has ended, that is, whether or not a predetermined automatic stop condition has been satisfied in the automatic stop and start system 16 after the vehicle 2 has stopped, and the engine 4 has automatically stopped. It is determined whether or not the vehicle 2 is in a state where it can be maintained (step 11).
0). If step 110 is NO, the process returns to step 108.

If this step 110 is YES,
Charging with 12V during deceleration of the alternator 10 (regeneration)
It is determined whether or not the amount of charge of the capacitor 26 has become sufficient due to the use of (step 112).

If the amount of charge in the capacitor 26 is sufficient, and if this step 112 is YES, the power generation of the alternator 10 is prohibited (step 114), and the system maintenance of the engine control system and the like and the electric load 30 of the lamp and the like are stopped. The operating power is supplied directly from a fully charged capacitor 26 instead of the battery 24.

Then, after a predetermined automatic start condition is satisfied in the automatic stop / start system 16 and the engine 4 is automatically started, it is determined whether or not the voltage of the capacitor 26 has become a predetermined value or less (step 116). This step 1
If NO in step 16, the process returns to step 114.

If the voltage of capacitor 26 becomes equal to or less than the predetermined value, and if this step 116 is YES, it is determined whether the power supplied to capacitor 26 has become equal to or less than the power consumption of electric load 30 (step 118). . If this step 118 is NO, this determination is continued.

The power supplied to the capacitor 26 is
Becomes equal to or less than the power consumption of
In the case of (1), the capacitor 26 and the alternator 10 are disconnected (step 120), and until the power consumed by the discharge from the capacitor 26 is consumed (when the engine 4 is started, when the vehicle 2 is accelerated, The power generation prohibition of the alternator 10 is released, that is, the power generation of the alternator 10 is performed (regardless of the steady running of the vehicle 2) (step 12)
2).

When the floating power is consumed by the discharge from the capacitor 26, the alternator 10 is operated (power generation) to supply power for the electric load 30 and charge the battery 24 as in the conventional case. .

After the above processing, the program returns (step 124). On the other hand, step 1
04, if step 112 is NO, the program returns immediately (step 124).

Next, a description will be given based on the time chart of FIG.

When the idle switch 22 is switched from the off state to the on state while the fuel supply is stopped in the fuel cut system 18 of the vehicle 2, the vehicle 2 starts to decelerate (indicated by S 1 in FIG. 2). The connection is switched, that is, the alternator 10 connected to the battery 24 is disconnected from the battery 24 and the connection to the capacitor 26 is switched. Until the start of the deceleration, the capacity of the capacitor 26 is maintained at the precharge target value which is a predetermined value.

As a result, during deceleration of the vehicle 2 which does not require the fuel, the engine speed also decreases with a decrease in the vehicle speed, but the voltage of the battery 24 is kept constant at 14 to 15 V. At this time, the alternator 10 is set to the maximum output until the fuel cut is restored (indicated by S2 in FIG. 2) by utilizing the charge (regeneration) at the time of deceleration, and the capacitor 26 is charged by the maximum power generation capacity of the alternator 10; 26 is fully charged instantaneously (indicated by S1 and S2 in FIG. 2). Since the capacitor 26 is precharged in the initial state of the system, the third terminal 38 of the alternator 10 when the capacitor 26 is charged is used.
6 to 8 V is stored as an applied voltage to -3 (B).

During the deceleration of the vehicle 2, the transmission 6 becomes neutral (indicated by S3 in FIG. 2) after returning from the fuel cut (indicated by S2 in FIG. 2). At this time, when the fuel cut is restored (indicated by S2 in FIG. 2), since the engine load is reduced, the engine speed temporarily increases slightly, and thereafter gradually decreases.

Next, the vehicle 2 stops, the vehicle speed becomes zero (indicated by S4 in FIG. 2), and a predetermined automatic stop condition is satisfied in the automatic stop / start system 16, and the ignition switch 32 is turned off as it is. When the engine 4 automatically stops (indicated by S5 in FIG. 2), the engine speed becomes zero, the output power of the alternator 10 gradually decreases to zero, and the capacitor 26 is discharged to generate power. Is stopped, and the capacitor 26 supplies the operating power of the electric load 30 such as a lamp or the like in place of the battery 24 in order to maintain the engine control system. At this time, even if the operation of the alternator 10 is stopped by being reduced to the voltage of the capacitor 26,
The voltage of No. 4 does not decrease, but rather tends to be charged. Alternatively, a system in which the maintenance of the system and the supply of electric power to the operation of the lamps and the like are directly performed by the battery 24 may be adopted. In this case, consumption of the battery 24 is prevented while the battery 24 is also auxiliary-charged from the capacitor 26.

When a predetermined automatic start condition is satisfied in the automatic stop / start system 16 and the engine 4 is restarted (indicated by S6 in FIG. 2), the engine speed increases. If remains
Electric power is supplied by the capacitor 26, and the drive of the alternator 10 is stopped to reduce the engine load.

When the idle switch 22 is switched from on to off after the engine 4 is started (S in FIG. 2).
7), the engine speed increases as the vehicle speed increases. At this time, a voltage drop occurs in the battery 24, and the capacity of the capacitor 26 gradually decreases.
Until the voltage of the capacitor 26 reaches a predetermined value, the power stored in the capacitor 26 is continuously supplied. Therefore, the power generation of the alternator 10 is stopped and the engine load of the engine 4 can be reduced.

When the capacity of the capacitor 26 reaches a predetermined value (capacity) (indicated by S8 in FIG. 2), the alternator 10 is driven, and the voltage of the battery 24 increases to return to normal.

Further, the first to third changeover switches 58- in FIG.
A description will be given based on a time chart of switching timings 1 to 58-3.

When the ignition switch 32 is turned on (indicated by T1 in FIG. 3), the first changeover switch 58-1 switches from off to on, the second changeover switch 58-2 remains off, and the third changeover switch 58-2 remains off. The switch 58-3 switches from off to on. At this time, the voltage of the battery 24 slightly decreases, and the capacity of the capacitor 26 starts to increase due to the precharge.

When the engine 4 is started (indicated by T2 in FIG. 3), the voltage of the battery 24 becomes the upper limit voltage.

Then, when the capacitance of the capacitor 26 reaches the precharge target value which is a predetermined value, the third changeover switch 58-3 switches from on to off (indicated by T3 in FIG. 3).

Thereafter, the first changeover switch 58-1 switches from on to off, and the second changeover switch 58-1
At the time of charging (regeneration) at the time of deceleration when -2 is switched from off to on (indicated by T4 in FIG. 3), the voltage of the battery 24 decreases steadily, and the capacity of the capacitor 26 gradually increases to full charge (full charge). Amount) (indicated by T5 in FIG. 3).

When the first changeover switch 58-1 is switched from off to on to start supplying power from the capacitor 22 (indicated by T6 in FIG. 3), the capacitor 2
6 gradually decreases due to discharge, while the battery 2
4, the voltage once increases to the upper limit voltage and then gradually decreases.

When the capacity of the capacitor 26 reaches a predetermined discharge threshold value and the second changeover switch 58-2 is switched from on to off (indicated by T7 in FIG. 3), power is supplied from the capacitor 26. Stops, while the voltage of the battery 24 is maintained at the upper limit. The above-mentioned discharge threshold is set slightly higher by the capacity G than the precharge target value, as shown in FIG.

That is, in the first embodiment, in the vehicle 2 equipped with the automatic stop / start system 16, if the deceleration state of the vehicle 2 is detected, the vehicle is connected to the battery 24 by the charging circuit 50 of the alternator 10. Alternator 1
0 is switched to the capacitor 26, and the capacitor 26 is instantaneously charged with the maximum power generation capacity of the alternator 10.

Thereafter, after the vehicle 2 is stopped, when the predetermined automatic stop condition is satisfied in the automatic stop / start system 16 and the engine 4 is automatically stopped, the system maintenance of the engine control system and the electric load such as a lamp are performed. 30 operating power is supplied directly from the fully charged capacitor 26.
Alternatively, the operating power of the electric load 30 is directly supplied from the battery 24, and the battery 24 is prevented from being consumed and is preserved while the battery 24 is also auxiliary-charged from the capacitor 26. At this time, when the voltage of the capacitor 26 decreases to a predetermined value or less, the supply of power from the capacitor 26 to the battery 24 is stopped.

When a predetermined automatic start condition is satisfied in the automatic stop / start system 16 and the engine 4 is automatically started and restarted, if the voltage of the capacitor 26 decreases to a predetermined value or less, the capacitor 26 And the alternator 10 are separated.

After the engine 4 is started, the capacitor 2
When the voltage at 6 is equal to or higher than the predetermined value, the power generation of the alternator 10 is prohibited, and the system maintenance of the engine control system and the operation of the electric load 30 such as a lamp are directly performed by supplying the power stored in the capacitor 26. . Also,
After the start of the engine 4, when the voltage of the capacitor 26 decreases to a predetermined value or less, the capacitor 26 is separated from the alternator 10, and until the power consumed by the discharge from the capacitor 26 is consumed. , The operation of the alternator 10 is prohibited. The prohibition of the operation of the alternator 10 may be at any time when the engine 4 is started, when the vehicle 2 is accelerated, or when the vehicle 2 is running steadily.

When the floating power is consumed by the discharge from the capacitor 26, the alternator 10 is operated, and the electric power is supplied to the electric load 30 and the battery 24 is charged by the power generation of the alternator 10. .

On the other hand, when the ignition switch 32 is turned off after the vehicle 2 is stopped and the engine 4 is stopped,
The capacitor 26 is kept connected to the battery 24, and the battery 24 is charged by the capacitor 26 while the vehicle 2 is stopped.

During charging (regeneration) during deceleration of the vehicle 2, if the vehicle 2 changes to a running state due to re-acceleration or the like, if the electric power stored in the capacitor 26 is sufficient, The operation of the alternator 10 is prohibited until the voltage of the capacitor 26 decreases to reach a predetermined value, and if the voltage of the capacitor 26 decreases to reach the predetermined voltage,
The capacitor 26 is separated from the alternator 10, and the alternator 10 starts power generation.

Therefore, by recovering the deceleration energy at the time of deceleration of the vehicle 2 which was conventionally discarded by the capacitor 26, the engine load due to the operation of the alternator 10 is reduced, that is, the regenerative operation of the alternator 10 is actively performed. In addition, in the conventional automatic stop and start system, the engine 4 may not be able to be stopped depending on the state of the electric load 30 because the battery 24 serving as the 12V power supply has a margin. ,
The execution frequency (stop frequency) of the automatic stop / start system 16 can be improved, and the fuel consumption can be reduced.

In this case, the current consumption is reduced by, for example, stopping the automatic stop / start system 16 when the engine 4 is stopped during idling operation of the engine 4 by 5 A and depressing a brake pedal (not shown) to turn on the stop. Lamp is 5A
The blinker lamp is on at 3A, the radio is on at 3A, the blower (Low) is at 6A, and
The operation of the alternator 10 needs to be covered by 10 to 20A. On the other hand, the capacity of the alternator 10 can output 50 to 60 A at a voltage of about 14 V (volt). Therefore, when the battery 24 is in the normal state, the alternator 10 has an allowance of 30 to 40A. And
30 to 40 A of this alternator 10 is
Is stored in the capacitor 26 at the time of charging (regeneration) at the time of deceleration. Further, control such as power generation / non-power generation or variable power generation amount of the alternator 10 is performed by the fourth terminal 36-4 (C).

As a result, when the vehicle 2 is decelerated or when the capacity of the capacitor 26 as the second power supply is larger than a predetermined value, the alternator 10 as the generator and the capacitor 26 as the second power supply are connected. When the vehicle 2 decelerates, the capacitor 26 can be charged sufficiently. When the engine 4 is stopped after the vehicle 2 is stopped (a vehicle equipped with the automatic stop / start system 16), or the charge amount of the capacitor 26 is reduced. Is larger than a predetermined value, the capacitor 26 can be used as a power supply for an electric load (system of an engine control system, a lamp, etc.) 30. As a result, the battery 24, which is the first power supply used when the engine 4 is started or while the vehicle 2 is running,
Power can be conserved, the amount of charge to the battery 24 is reduced, and the engine load due to the operation of the alternator 10 is reduced, so that fuel efficiency can be reduced. Since the energy is recovered by the capacitor 26, the efficiency of the regenerative operation of the alternator 10 can be improved by utilizing the power generation (regeneration) during deceleration of the vehicle 2 that does not require fuel.

The switching means 28 of the power generation control device 20
When the engine 4 is restarted from the stop state of the engine 4 due to the stop after the deceleration of the vehicle 2, the capacitor 26
Is larger than the predetermined value, the alternator 10
Is set to the power generation stop state, so that when the capacitor 26 is sufficiently charged,
Since the assist is always available, it is possible to prevent the battery 24 from being discharged and deteriorated, and to improve the stability of the system and the marketability.

Further, the switching means 28 of the power generation control device 20
When the capacity of the capacitor 26 is larger than a predetermined value, the alternator 10 is set to the power generation stop state.
When the capacitor 26 is sufficiently charged, the power generation of the alternator 10 can be stopped, and the power generation load applied to the engine 4 when the alternator 10 generates power can be reduced.
Fuel efficiency can be improved.

Further, the switching means 2 of the power generation control device 20
In FIG. 8, the battery 24 is used as a power source when the engine 4 is started.
When the engine 4 is stopped, the conserved battery 24 is used, whereby the startability of the engine 4 is improved, and the stability of the engine control system and the commercial value can be improved.

Since the capacitor 26 is used as a power source for the electric load 30 of the vehicle 2 only when the voltage is higher than a predetermined voltage, a large-capacity storage battery is used for the battery 24 normally used when the engine 4 is started. As the capacitor 26 used and whose charging needs to be completed in a short time when the vehicle 2 is decelerated, a capacitor having a small internal resistance can be used, and the characteristics of the power supply can be fully utilized. .

Further, the vehicle 2 has an automatic stop / start system 16.
Since the engine 4 is also stopped when the system is stopped during operation such as at a traffic light, the use conditions for the power supply become severe when there is only one power supply. As described above, when the engine 4 is stopped or because a separate power source can be used as a power source, the startability of the engine 4 can be improved.

Further, since the power is used as a power source for the electric load 30 only when the voltage of the capacitor 26 is equal to or higher than a predetermined value, when the voltage of the capacitor 26 is equal to or lower than the predetermined value (not fully charged), Without being used as, the electric load 30 does not cause malfunction,
It is possible to improve the stability of the operation of the electrical components and the merchantability.

In addition, the switching means 28 of the power generation control device 20 operates only when a predetermined power supply connection condition is satisfied.
The alternator 10 and the capacitor 26 can be connected by the first switching unit 48-1, and the battery 24 and the capacitor 26 can be connected by the second switching unit 48-2 only when a predetermined power supply connection condition is satisfied. When the battery 24 and the capacitor 26 are connected, the first switching unit 48-1 and the second switching unit 48- are connected so that the alternator 10 and the capacitor 26 cannot be connected.
2, the capacitor 26 is pre-charged so that it can always be charged if the power connection condition is satisfied.
When the capacitor 0 is connected to the capacitor 26, the capacitor 26 can be charged immediately, and the switching operation is performed by the two first and second switching units 48-1 and 48-2. Reliability can be improved.

FIGS. 8 to 10 show a second embodiment of the present invention.

In the following embodiments, the parts having the same functions as those in the first embodiment will be described with the same reference numerals.

The features of the second embodiment are as follows. That is, the charging circuit 50 of the alternator 10
In FIG. 8, as shown in FIG.
0 is not disconnected, and the second changeover switch 58
Signal line 52-3 between -2 and the third connection portion 56-3
Was provided with a step-up chopper 72.

The first switch 58-1, the second switch 58-2, and the third switch 58-3 are
As in the case of FIG. 5 of the first embodiment, they are interlocked as shown in FIG. 9, and when the first changeover switch 58-1 is on (ON) / off (OFF), the second changeover is performed. The switch 58-2 has an off / on relationship, and when the third switch 58-3 is on, the second switch 58-2
Are off. When the capacitor 26 is being charged, during a precharge operation in which a voltage is applied (precharged) to the third terminal 38-3 (B) of the alternator 10, the first switch 58-1 is turned on and the second switch 58-1 is turned on. The changeover switch 58-2 is off, and the third changeover switch 5
8-3 is turned on, and during normal operation, the first
When the changeover switch 58-1 is on, the second changeover switch 58
-2 is off, the third changeover switch 58-3 is off, and further, during charging (regeneration) during deceleration and when power can be supplied from the capacitor 22, the first changeover switch 58-1 is off. , The second changeover switch 58-2 is turned on, and the third changeover switch 58-3 is turned off.

According to the structure of the second embodiment, as shown in FIG.
Is set until the pre-charge target value (pre-charge level) is matched, the capacitor 26 can be discharged, and the capacitor 26 can be discharged efficiently.

FIG. 11 shows a third embodiment of the present invention.

The features of the third embodiment are as follows. That is, the vehicle is composed of the hybrid vehicle 2A. In this hybrid vehicle 2A, the engine 4 is provided with the alternator 10 as one generator and a motor generator (motor) 82 as another generator between the engine 4 and the clutch 8. . The motor generator 82 has an output shaft (not shown) of the engine 4.
It has a drive function and a power generation function, and is driven and controlled by a motor control means 84 of the engine control device 12.

According to the configuration of the third embodiment, similarly to the first embodiment, when the vehicle 2 is decelerated or when the capacity of the capacitor 26 as the second power supply is larger than a predetermined value, the generator Since the alternator 10 and / or the motor generator 82 are connected to the capacitor 26 as the second power supply, the capacitor 26 can be charged sufficiently when the vehicle 2 decelerates. For the electric load (system maintenance of the engine control system, lamps, etc.) 30 when the engine 4 is stopped (a vehicle equipped with the automatic stop / start system 16) or when the charge amount of the capacitor 26 is larger than a predetermined value. As a power supply,
The capacitor 26 can be used. As a result, the power of the battery 24, which is the first power supply used when the engine 4 is started or while the vehicle 2 is running, can be conserved, and the charge amount of the battery 24 decreases, and the alternator 10 and / or Alternatively, since the power generation load by the motor generator 82 is reduced, the engine load can be reduced to reduce fuel consumption. Further, since the deceleration energy, which has not been conventionally used, is recovered by the capacitor 26, fuel is required. The efficiency of the regenerative operation of the alternator 10 and / or the motor generator 82 can be improved by utilizing the power generation (regeneration) at the time of deceleration of the vehicle 2.

It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various applications and modifications are possible.

For example, in the above-described embodiment, 12 V
Vehicles equipped with an automatic stop / start system (idle stop system) for hybrid storage batteries and hybrid vehicles have been described, but are not limited to these vehicles, and can be applied to other vehicles to improve fuel efficiency. be able to.

Further, when a storage battery of, for example, a 24 V system or a 36 V (42 V) system is realized by increasing the voltage in addition to the 12 V battery, it is possible to cope with the storage batteries having different voltages.

Further, in the above-described embodiment, the switching means is provided separately for the engine control device. For example, a switching function of the switching means is added to the engine control device to switch the engine control device. It is also possible to provide the means integrally.

Further, the discharge stop threshold value of the capacitor is changed according to each mode such as urban driving and high-speed driving, the vehicle speed, the braking amount, etc., so that the capacitor always stores predetermined electric power, and this electric power is used at a required time. Also, the capacitor is ready to be charged at any time.

[0081]

As is apparent from the above detailed description, according to the present invention, there is provided a deceleration detecting means for detecting a deceleration state of the vehicle, and the first power supply which is a main power supply for the vehicle which is always connected to the generator. Is provided, and a second power supply, which is a vehicle auxiliary power supply that can be connected to the generator only when the power supply connection condition is satisfied, is provided. When the vehicle decelerates or the capacity of the second power supply is larger than a predetermined value, Since the switching means for connecting the generator and the second power supply is provided, it is possible to sufficiently charge the second power supply when the vehicle decelerates, so that the engine is stopped after the vehicle stops. As a power source for an electric load (system maintenance of an engine control system, a lamp, etc.) when the charging amount of the second power source is larger than a predetermined value (a vehicle equipped with an automatic stop / start system). Power supply The possible use. As a result, the first engine used when the engine is started or while the vehicle is running is used.
Power of the first power source can be saved, the amount of charge to the first power source can be reduced, and the engine load due to the operation of the generator can be reduced, so that fuel efficiency can be reduced. Since the deceleration energy that has not been recovered is recovered by the second power supply, the efficiency of the regenerative operation of the generator can be improved by utilizing the power generation (regeneration) during deceleration of the vehicle that does not require fuel.

[Brief description of the drawings]

FIG. 1 is a flowchart of power generation control.

FIG. 2 is a time chart of power generation control.

FIG. 3 is a time chart of switching timing of each switch.

FIG. 4 is a connection configuration diagram of a capacitor.

FIG. 5 is an explanatory diagram of an on / off operation of each changeover switch.

FIG. 6 is a charging circuit diagram of the alternator.

FIG. 7 is a configuration diagram of a vehicle and a power generation control device.

FIG. 8 is a connection configuration diagram of a capacitor according to a second embodiment.

FIG. 9 is an explanatory diagram of an on / off operation of each switch in the second embodiment.

FIG. 10 is a time chart of the switching timing of each switch in the second embodiment.

FIG. 11 is a time chart of switching timing of each switch in the third embodiment.

[Explanation of symbols]

 2 vehicle 4 engine 10 alternator 12 engine control device 14 engine control means 16 automatic stop and start system 18 fuel cut system 20 power generation control device 22 idle switch 24 battery 26 capacitor 28 switching means 30 electric load 50 charging circuit 58 switching switch

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 29/02 321 F02D 29/02 321A 321B 29/06 ZHV 29/06 ZHVD F02N 11/04 F02N 11/04 D15 / 00 15/00 E H02J 7/00 H02J 7/00 P // B60K 6/02 B60K 9/00 EF term (reference) 3G092 AC02 AC03 BB10 CA02 CB05 EA09 EA14 FA24 FA30 GA01 GA13 HA09Z HE01Z HF02Z HF19Z HF21Z 3G093 AA04 AA07 AA16 BA19 BA21 BA22 CA01 CA02 CB07 DA01 DA06 DB00 DB05 DB19 EA05 EB00 FA11 FB02 FB05 5G003 AA07 BA02 DA07 DA18 FA06 5H115 PA12 PC06 PG04 PI11 PI14 PI16 PI24 PI29 PU08 PU22 QA04 QE04 QE05 QE05 QE05 QE04 QE05 TE02 TI05 TO02 TO13 TO23

Claims (10)

[Claims] An engine and a generator driven by the engine are mounted on a vehicle, and in a vehicle power generation control device for controlling a power generation state of the generator, deceleration detection for detecting a deceleration state of the vehicle is provided. Means, a first power supply which is a main power supply for a vehicle which is always connected to the generator, and a second power supply which is a sub power supply for a vehicle which can be connected to the generator only when a power supply connection condition is satisfied. A power supply, and switching means for connecting the generator and the second power supply when the vehicle decelerates or when the capacity of the second power supply is larger than a predetermined value. Power generation control device. 2. The generator according to claim 1, wherein the generator is an alternator driven by the engine.
The power generation control device for a vehicle according to claim 1. 3. The vehicle according to claim 1, wherein the vehicle is a hybrid vehicle, and the generator is a motor generator having a driving function and a power generation function directly connected to an output shaft of an engine mounted on the hybrid vehicle. Item 4. A power generation control device for a vehicle according to item 1. 4. A vehicle power generation control device for mounting and providing an engine and a generator driven by the engine on a vehicle and controlling a power generation state of the generator, a deceleration detection for detecting a deceleration state of the vehicle. Means, a first power supply which is a main power supply for a vehicle which is always connected to the generator, and a second power supply which is a sub power supply for a vehicle which can be connected to the generator only when a power supply connection condition is satisfied. A power supply is provided, and when the engine is restarted from a stop state of the engine due to a stop after the deceleration of the vehicle, when the capacity of the second power supply is larger than a predetermined value, the generator is stopped. A power generation control device for a vehicle, comprising a switching unit for setting a state. 5. A vehicle power generation control device for mounting and providing an engine and a generator driven by the engine on a vehicle and controlling a power generation state of the generator, a deceleration detection for detecting a deceleration state of the vehicle. Means, a first power supply which is a main power supply for a vehicle which is always connected to the generator, and a second power supply which is a sub power supply for a vehicle which can be connected to the generator only when a power supply connection condition is satisfied. A power generation control device for a vehicle, comprising: a power supply; and switching means for stopping the power generation when the capacity of the second power supply is larger than a predetermined value. 6. The power generation control device for a vehicle according to claim 1, wherein the switching unit uses the first power supply when the engine is started. 7. The vehicle according to claim 1, wherein the first power supply is a battery of a 12V storage battery, and the second power supply is a capacitor. Power generation control device. 8. The vehicle controls the engine automatically when an automatic stop condition is satisfied during idling operation of the engine, and automatically starts the engine when the automatic start condition is satisfied while the engine is stopped. The power generation control device for a vehicle according to claim 1, further comprising an automatic start / stop system for controlling. 9. The vehicle according to claim 1, wherein the second power supply is used as a power supply for an electric load of the vehicle only when a voltage is higher than a predetermined value. Power generation control device for vehicles. 10. A vehicle power generation control device for mounting and providing an engine and a generator driven by the engine on a vehicle and controlling a power generation state of the generator, a deceleration detection for detecting a deceleration state of the vehicle. Means, a first power supply which is a vehicle main power supply which is always connected to the generator, and a second power supply which is a vehicle auxiliary power supply which can be connected to the generator only when a power supply connection condition is satisfied. A power source is provided, and the generator and the second
A first switching unit that enables connection to the power supply, and a second switching unit that enables connection between the first power supply and the second power supply only when the power connection condition is satisfied. When the first power supply and the second power supply are connected, the first switching unit and the second switching unit are switch-controlled so that the generator and the second power supply cannot be connected. A power generation control device for a vehicle, comprising switching means.